Carbureter attachment.



H. FREDRIKSSON.

CARBURETER ATTACHMENT.

APPLICATION FILED Amma, 191i.

115,@95340 Patented May 6, 1919 naar sTnTns PATENT onirica.

HILDOR FREDRIKSSON, OJF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF 'IO CRL BLOOMBERGr, OF CHICAGO, ILLINOIS.

CARBURETET. ATTACHMENT.

incassa.

Specification of Letters Patent.

Patented May 6, 11919.

Application filed April 23, 1917. Serial No. 163,820. I

To all whom it may concern.'

Be it'known that I, HILDoR FREDRIKssoN, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have i-nvented certain new and useful Improvements in Carbureter Attachments, of which the-following is a specificafully described, claimed and illustrated in.

the accompanying drawing, wherein Figure 1 is a side elevation of the air intake of a carbureter, the exhaust pipe of the engine and the carbureter being fragmentarily illustrated, while the present invention is illustrated in dotted lines.

Fig. 2 is a vertical sectiontaken along line 2-2 of Fig. 1.

Fig. 3 is a central vertical section taken along line 3 3 of Fig. 2.

Fig. 4 is a horizontal section taken along .line 4-4 of Fig. l to illustrate the relative positions occupied by the air intake pipe and the engine exhaust pipe; and

Fig. 5 is a bottom plan view of the present attachment.

In practice, as the speed of an internal combustion engine is increased, so must the amount of gasolene supplied to the engine be increased, and unless the mixture is maintained by increasing the air therein, the fuel or gas delivered to the engine Will be rich in gasolene, thereby increasing the cost of operation as Well as decreasing the efficiency of the engine. Likewise, as the speed of the engine is increased, the suction through the carbureter is increased. rlFhe present invention is primarily designed to provide an automatic control Without the use of springs and other easily broken mechanisms which will controli the lair supply admitted into the carbureter in direct pro-- portion to the degree of vacuum in the engine, which is, of course, directly dependent upon the speed of the engine, upon the gasolene supply.

Referencebeing had more particularly to the drawings, C represents the air intake of the carbureter, While E designates the exhaust pipe ofthe internal combustion englne. An air supply pipelO extends from the exhaust-'pipe E,.which is superposed and hence,

above the carbureter C and terminates at its lower end in the intake bushing 11 of said carbureter. At its upper end, to- Wit, lthat end removed from the terminal cooperating with the bushing 11, the air supply pipe 10 1s flared as at 12 to embrace the engine exhaust pipe E in order that the air taken into thepipe 10'may be withdrawn from around thepipe E so that it is partially heated thereby. rIhe lower end of the air supply pipe 10 is curved as at 13 to create theV horlzontal portion 14 thereof, Which enters the carbureter bushing 11 as indicated.

'Ihe present invention is approximately located in the horizontal portion 14 of the pipe 10 and comprises aI cylinder lwliich is inserted inthe terminal of the horizontal portion 14 of the pipe 10. This cylinder may be tapered for the purpose of facilitating the insertion thereof into the horizontal portion, and is so located Within saidv horizontal portion that its terminal lies in substantially the same plane as the terminal of the horizontal portion, as indicated in Fig. 3 of the drawing. The upper section of the wall of the cylinder 15, when the same is properly positioned in the horizontall portion 14, is bent inwardly to create the obliquely arranged flange 16 formed from the body of the cylinder. rI`he lower portion of the Wall of the cylinder 15, when the same is properly positioned in the horizontal portion 14 of the pipe 10, is triangularly bifurcated as at 17 to create the two somewhat triangularly formed lips 18 in order that the present attachment may accommodate the curve 13 in the pipe 10.

The lower edge of the flange 16 terminates adjacent a hinge pin 19 arranged transversely of the cylinder 15 parallel to the free edge of the flange 16, to which is pivoted the gate valve 20 which freely swings upon a horizontal pivot, as illustrated in Fig. 3. The surface of this gate valve removed from the lips 18, has a weight 21 fixed thereto, which acts upon the gate valve 9.0 to normally maintain it in a vertical position, the normal position of said valve being illustrated 1n Fig. 3. By triangularly bifurcating the yinner end of the cylinder 15,

as at 17, thereby creating the lips 18, the curve 13 of the air supply pipe 10 isaccommodated so that no jamming will occur between the cylinder 15 and the curved portion 13 of the supply pipe 10 when the formeris inserted into the horizontal portion 14 of said pipe. As the speed of the engine With which the present invention cooperates increases, the suction through the air supply pipe 10, and consequently through the cylinder 15 in' the direction of the arrow in Fig. 1, is increased, thereby lifting the gate valve in the direction of the arroW in Fig. 3 a distance directly proportionate to the suction created. `When the engine reaches its maximum speed, the valve 21 will assume an approximately horizontal position, but as the speed of the engine decreases, andvthe suction likewise decreases, the Weight 21 of the Valve 2() Will cause it to gradually assume a vertical position,- until the engine ceases operation, When it Will assume the position illustrated in Fig. 3.

Thus, as the amount of fuel supplied to the carbureter is increased, in order to increase the speed of the engine, thaamount of air admitted into the carbureter is likewise increased automatically and without manual assistance. rllhis is responsible for a great saving in gasolene, it being possible to greatly increase the mileage per gallon.

From the foregoing, it' becomes manifest that the formation and position of the air supply pipe 10 is immaterial to the opera- Lacasse tion and function of the present invention, the latter being equally applicable to all types of air supply pipes and all types of carbureters, the only changes Which may be necessary being in the size, proportions and details of construction. Furthermore, the weighted gate valve 20 may be built into either the air supply pipe or the carbureter.

`What is claimed is z-L- y 1. The combination with a cylinder, of an obliquely arranged ange formed therefrom, a gate Valve pivoted adjacent to said iiange, and lips projecting beyond said gate valve created by triangularly bifurcating said cylinder.

2. rThe combination `with a tapered cylinder, of an inwardly extending flange formed therefrom, a freely swinging gate valve pivoted adjacent to said flange normally occupying that portion of the cylinder not occupied by said ange, and lips {lanking said valve land extending beyond the same, created by triangularly bifurcating one end of said cylinder.

3. r1`he combination with a tapered cylinder, of an inwardly extending obliquely arranged fla-nge formed therefrom, a freely swinging gate valve pivoted adjacent to the edge of said flange, normally occupying that portionV of the cylinder not occupied by said iii-ange, and-lips flanking said valve and exltending beyond the same created by bifurcating one end of said cylinder so that the bifurcated end of the cylinder is curved upon one side and obliquely arranged upon the other side.

HHJDUR .FREDRIKSSON 

